Brake-beam.



No. 67I,745. Patented Apr. 9, I90I.

J. H. BAKER. l BRAKE BEAM.

4 (Application led Nov. 15, 1900.) (No Ilodel.) 2 Sheets-Sheet l.

` I: n I5 Q K E; E' t LA QD @o Manifs sans co., Puofamno, wAsHmuToN, D4 cy No. 671,745. Patented Apr. 9, 190|. J. H. BAKER.

BRAKE BEAM.

(Application med Nov. 15, 1900.)

2 Sheets-Sheet 2..

(No Model.)

FIB' 5 Fim IIVINTOR 1w: nonms mms co" wmou-rwo., wAsulnc-rou, u c,

UNITED STATES PATENT OFFICE.

JAMES II. BAKER, on ALLEGHENY, PENNSYLVANIA, AssIeNoR To JAs. H'. BAKER MANUFACTURINGr oo., oF PITTSBURG, PENNSYLVANIA. y

SPECIFICATION forming part of Letters Patent No. 671,745, dated April 9, 190i.

i v Application filed November 15, 1900. Serial No. 36.617. (No model.)

T ctZZ whom, it may concern:

Beit known that I, JAMES H. BAKER, a citizen of the United States, residing at Allegheny, in the county of Allegheny and State of Pennsylvania, have invented or discovered certain new and useful Improvements in Brake-Beams, of which improvements the following is a specification.

The invention described herein relates to certain improvements in brake-beams for cars, and has for one object a construction combin- 4ing a maximum of strength with a minimum of material; and it is a further object of the invention to provide for securing the several I 5 parts of the beam together and for the attachment of the shoes or shoe-carriers to the beam Without liability of their becoming detached or separated while in use.

The invention is hereinafter more fully de- 2o' scribed and claimed.

In the accompanying drawings, forming a part of this specification, Figure l is a plan View of my improved brake-beam. Fig. 2 is a rear elevation of the same. Fig. 3 is a sectional view, on an enlarged scale, of one end of the beam. Fig. 4 is a transverse section on a plane indicated by the line IV IV, Fig. 3; and Fig. 5 is a sectional view on a plane indicated by the line V V, Fig. l.

In the practice of my invention the compression member or beam proper, l, is formed of structural material, such as I or T beam or channel-bar of suitable size and proportions to withstand the strains to which it issubjected. The tension member 2 is formed of a rod preferably round in cross-section and having its end portions 3 flattened, or preferably having the attened portions 3 Welded to the ends of the round portion 2, as the latter construction enables me to make these ilattened portions of heavier cross-section to reinforce the ends of the beam without using an unnecessarily large rod for the body portion of the tension member. The 45 flattened portions are riveted, as shown, to

the sides or flanges at the ends of the beam proper, l, the rivets passing through the attened portion 3 and flanges of the beam, as

clearly shown in Figs. l, 3, and 4. As the 5o greatest strain would come upon the inner rivets, or the points where the beam and tension member diverge, such points of connecthe beams.

tion are strengthened by collars 4 passing around the beam and the tension member. It is preferred to strengthen these collars, especially on their inner sides, by ribs 5, formed thereon, as shown in the several views. These collars are held in position in any suitable manner-as, for instance, by rivets 7 passing through the collarand the anges of the beam, or stops 8 may be provided, said stops being arranged outside of the collars and riveted to the beam, as shown in Fig. 3. As shown in Figs. l and 3, only one of these stops is generally necessary-that is, one in line with that side of the collar which receives the outward thrust of the tension member. As shown, this stop may be formed integral with the collar and may also serve Vto position the brake-shoe carrier let on the ends of A suitable strut is placed between the beam and the tension member and is preferably secured in position on the beam l by rivets or other suitable means. When the strut is made solid-ft'. e., of one piece-it is necessary either to put it in position before both members of the tension-rod are secured to the beam, or else the beam and tension-rod must be sprung apart suciently to admit of the insertion of the strut. It is preferred to make the strut in two parts or sections, as shown. One of these parts, as 9, is formed at one end with fingers l0, which are adapted to fold around one of the ilanges of the beam and to be riveted to opposite sides of the web. At its opposite end the member 9 is provided with a socket or sleeve ll for the reception of a pin l2, which has its outer end constructed to lit the tension member. In practice the member 9 of the strut, with the pin in its socket, would be secured in position on the beam and the pin then forced outwardly by means of a Wedge 13 or other suitable means. When a Wedge is employed, it is preferably split, so that its ends can be separated to prevent its dropping out. This construction not only permits of the easy insertion of the strut, but also permits of the extension of the strut to compensate for any springing of the beam or stretching of the tension member While in use.

The brake-shoe carrier le is formed with a strap or socket l5 on its rear side for the reception of the ends of the brake-beam, to

IOO

tension member having its ends directly sel cured to the compression member, a strut interposed between the compression and tension members, and collars reinforced at their inner ends surrounding the compression and tension members within the points of attachnient of the two members together and at 0r-` near their points of divergence, substantially as set forth.

2. A brake-beam having in combination al structurally-shaped compression member, a-

tension member having its ends flattened and riveted to the compression member, a strutll interposed between the compression and tenl sion members, and collars surrounding thes compression and tension members at or nearl their points of divergence, and means fory holding the collars in position, substantially .as-set forth.

3. A brake-beam having in combination a structurally-shaped compression member, a tension member, a strut interposed between the compression and tension members, brakeshoe carriers secured to the compression member, collars independent of the shoe-carriers, surrounding the compression and tension members at or near their points of divergence, and stops secured to the compression member for preventing the outward movement of the collars, substantially as set forth.

4. A brake-beam having in combination, a compression member, a tension member riveted to the compression; member, a vstrut interposed between the compression and the tension members `and co'llarsfsurrounding the compression and `tension'members at Aor near ,their ,points of divergence, and means for holding the collars in position, substantially as set forth.

5. A brake-beam having in combination, a structurally-shaped compressson member, a tension member having its ends riveted to the compression member, a strut interposed between the compression and tension members and collars provided with end extensions surrounding the compression and tension members at or near their points of divergence and having their extensions riveted to the compression member, substantially as set forth.V

6. A brake-beam having in combination, a compression member, a tension member having its ends secured to the compression -member, a strut provided at one end with a sleeve or socket, a pin arranged in said socket, and a wedge passing transversely through the socket for forcing the` pin outwardly, substantially vas set forth.

7. A brake-beam having in combination, a compression member, a tension member, having its ends secured 'to the compression member, a strut provided atone end `with lingers or straps whereby it may be secured to `the compression member and at its opposite end with a sleeve or socket, a pin arranged within the sleeve or socket and a wedge for forcing the pin outwardly, substantially as set forth.

Intestimony whereof l have hereunto set my hand.

JAMES H. BAKER. Witnesses:

DARWIN S. WoLooTT, F. E. GAITHER. 

